Steering accessory



Sept. 12, 1939. J. L. BARR ET AL STEERING ACCESSORY Original Filed Deo. 7, 1933 s Sheets-Sheet 1 Sept. 12, 1939. J"| BARR AL 2,172,693

STEERING ACCESSORY Original Filed Dec. 7, 1933 3 Sheets-Sheet 2 FIG. 6

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Patented Sept. 12, 1939 2,172,693 STEERING ACCESSORY John L. Barr, Chevy Chase, Md., and James G. Houghton, Washington, .D. (1, said Houghton assignor to saidBarr Application December 7, 1933, ,Serial No. 701,394 Renewed June 10, 1937 11 Claims. (01. 280-150) tion shows an improvement on our device shown mechanism, the view being taken through the in Patents 2,047,818, granted July 14, 1936, and front axle;

2,072,792, granted March 2, 1937 Fig. 7 is a front elevational view of the sup It is an object of this invention to provide a port for the compression element on the car; simple and sturdy means forbringing the com- Fig. 8 is a top plan view of the support for the pression element upon which the vehicle is raised compression element on the car;

into its most favorable operating position after Fig. 9 is a bottom plan view of the support for each raising operation. the compression element onthe car; 1

A further object of this invention is to provide Fig. 10 is a side elevational View showing the a compression element which is readily adjustcompression element in the raised. position with able in length part of the mechanism shown in cross section; Another object of this invention is to provide Fig. 11 is a view partly in section showing the means for firmly yet flexibly retaining the'comdetails of the support mechanism on the car for pression element in a raised position without perthe compression element; mitting rattling or noise or undue displacement Fig. 12 is a view taken along the line 12-42 of of the element Figure 10, looking in the direction of the arrows; Still another object of the invention is to pro- Fig. 13 is a sectional view taken along the line vide an improved means for supporting the cpm- I3l3 of Figure 10, looking in the direction of the pression element so that universal movement bearrows; tween the vehicle and the element is possible Fig, 14 is a view taken along the line i l-i l of 2- A still further object of the invention is to pro- Figure 11,- looking in the direction of the arrows; vide a device for readily adjusting the position Fig. 15' is a'view taken along the line 15-45 of of the compression element which may be easily Figure 11, looking in the direction of the arrows; and effectively operated from the driver's seat, Fig. 15a is a view taken along the line i5l5 of and which is soconstructed that the compression Figure 11, looking in the direction of the arrows element may be held in any desired position when the hub upon which the compression ele- Yet another object of our invention is to proment is pivoted has been rotated counter-clockvide a means for supporting the compression elewise; ment which will permit of a largeroad clearance. Fig. 15b is a view taken along the line l5i5 With these and other objects in View, which of Figure 11, looking in the direction of the ar- 35 may be incident to our improvements, the invenrows when the rotation is in a clockwisedirection; tion consists in the parts and combinationsto be Fig. 16 is a View taken along the line |6'IE of hereinafter set forth and claimed, with the Figure 11, looking in the direction of the arrows; understanding that the several necessary ele- Fig. 16a is a view taken along the line l6l6 ments comprising our invention may be varied in of Figure 11, when the rotation of the hub is in 4 construction, proportions and arrangement, withthe same direction as that shown in Figure 15a;

out departing from the spirit and scope of the Fig, 16b is a view taken along the line 56-16 appended claims. of Figure 11, looking in the direction of the ar- In order to make our invention more clearly rows when the direction of rotation of the hub understood, we have shown in the accompanying is the same as that indicated in Figure 15b.

45 drawings means for carrying the same into prac- Referring to the drawings, we have shown front tical effect without limiting the improvements in Wheels i of an automobile mounted on a front their useful applications to'the particular conaxle 2, which has the usual tie rod 3 and other structions, which, for the purpose of explanation, steering construction, not shown. The automohave been made the subject of illustration, bile is provided with a steering wheel 4 and a 50 In the drawings: steering wheel post 5 which, through suitable Figure 1 is a perspective view showing the apmechanism, operates to turn the front steering plication of our device to the front axle of an wheels I.

automobile; On the steering post 5', and suitably attached Fig. 2 is a detailed side elevation of the winding thereto by means not shown, is a sheathing 6 for .55 reel; a Bowden wire construction which is bent, as

Fig. 3 is a view similar to that of Figure 2, with indicated at l and 8, and carries within the sheath the crank handle and cover plate removed from a Bowden wire 9. The end of the Bowden wire the winding mechanism; is attached by means of a suitable nut construc- Fig, 4 is a view taken along the line 44 of tion I I (see Figure 10) to a stirrup or U-shaped no Figure 3, looking in the direction of the arrows; member l2 which is provided with engaging lugs Our invention relates to a device for relieving at least part of the weight on at least one of the steering wheels of a vehicle so that the steering wheels may be more easily turned This applica- Fig. 5 is a detail view taken along the line 5-5 of Figure 2, looking in the direction of the arrows;

Fig. 6 is a View in side elevation of the compression element and its attaching and supporting I3 that are adapted to fit in grooves I4 formed in the outer female member I5 of a compression element I6.

The lugs I3 are adapted to slide in the grooves I4 until they engage sockets |1 formed in the female member I5 of the compression element I6. The metal of the U-shaped element I2 is springy and permits the engaging lugs to be slid in the grooves I4 until they strike the socket I1. This construction gives a firm method of attaching the Bowden wire 9 to the compression element I6. The attachment is strong and yet permits pivoting, as will be apparent from an inspection of the drawings, particularly Figures 6 and 10. The U-shaped member I2 is provided with an upwardly extending neck I8, which is screw-threaded, as shown at I 9. The Bowden wire 9 fits within a plug 2| which is provided with a nut above referred to. The plug 2| is adapted to be screwed into the screw-threaded aperture I9 of the neck I8 and to hold the wire 9, whose end is engaged as shown at 22, firmly to the U-shaped element I2, see particularly Figures 10 and 12.

The wire 9, as is shown in Figures 4 and 3, is adapted to fit in a groove 23 formed in the periphery of a reel 24. The wire 9 passes through an aperture 25 in the periphery of the reel 24, and under a holding screw 26 and another holding screw 21, as can be particularly seen in Figures 3 and 4. The rotating member 24 fits within a casing 28 provided with a cover 29 that is held by screws 3|. The reel is provided with a stub-shaft 32 which has an aperture 33 which acts as a well seat for a compression spring 34. The stub shaft 32 has upwardly projecting ears 35 through which pass a pivot pin 36 upon which is mounted a crank 31. The crank 31 is provided with a well spring aperture 38 which is adapted to receive an end of the spring 34. The construction is such that spring 34 normally holds the crank 31 in the position illustrated in Figure 4, but the crank 31 can be raised by reason of a hand hold 39 on the crank 31, and the crank 31 moved to desired positions by disengaging a pawl member 4| formed on the crank 31 from a ratchet construction 42 which mounted on the side of' the casing 28.

This permits the reel to be wound up to the desired point to tension the compression element against its anti-rattle spring cushioning means, to be later described, to the desired degree. With the part shown in dark line in Figure 2, the reel is fully wound up. While the cranks in the position shown in dotted lines in Figure 2, the reel is wholly released so that the compression element I6 is free to move either forward or backward to raise the front wheels of the car, dependng upon which side of the vertical the foot of the compression element first engages the ground.

It is to be understood that the compression that under ordinary conditions the front wheels of the car, or at least one of them, is sufiiciently raised to relieve the weight thereon to such an extent that the wheels may be more readily turned in difiicult turning operations, such as occur in parking or unparking a car in confined spaces.

The covering 6 in which'the Bowden wire 9 slides is held in place in the casing 28 of the reel by means of a screw 43 (see Figure 4). The casing is formed with a projecting portion 44 to house the screw. The projecting portion 44 acts as a stop for the motion of the crank 31 in either direction, as is apparent from an inspectiQ l Of Figure 2. A

The support for the compression element I6 on the vehicle comprises a casing 45 provided with flanges 46 (see Figure 9) which are bolted by means of U-bolts 41 to the front axle 2 of the car. The casing 45 is provided with a cylindrical member 48 and a support 49. The support 49 acts as a thrust bearing for taking strain imparted .to the mechanism when the compression element is in operation to raise the car. An antirattle spring 5| is held to the support 49 by means of bolts 52 which bear against a plate 53 which lies on the topof the spring member 5|. The spring member 5| is composed of spring channel steel, or other spring metal, and carries at its outer end a resilient pad of some material, such as rubber 54, which is fixed thereto by means of rivets 55. Passing through the spring 5| is a plug member 56 provided with underfaces 51. The plug member 56 has an extension 58 which has a central aperture through which passes the Bowden wire 9. The upper end of the plug has an enlarged aperture to receive the sheathing 6 for the Bowden wire 9.

The plug member 56 is held securely in place by means of a nut 59 which fits over a screwthreaded section of the extension 58 and holds the ensemble in place, as is plainly indicated in Figures 10 and 12. The end of the extension 58 is provided with a bell mouth, as shown at 6|, so that the wire 9 will have free play without binding and can readily slide through the plug 56.

With the compression element I6 in the raised position, there is plenty of room for movement of the tie rod 3, the maximum movement of the tie rod being indicated by the dotted circle and shaded circle to which the numeral 3 has been applied, as shown in Figure 10.

The compression element I6 is formed with a male member 62 which is adapted to slide in an aperture formed in the female member I5. The male member 62 is provided with apertures 63. The female member has an aperture at 64. In the aperture 64 is adapted to fit a tapered screw 65. Thescrew 65 can be removed and the screw can be caused to enter any of the apertures 63 in the male member 62 of the compression element IS. The apertures 63 are tapered to fit the tapered screw 65, as indicated in Figures 10 and 13. The end of the screw 65 has threads 65' which engage threads formed in the female member I5 of the compression element I6 (see Figure 13) The screw in this drawing is shown as engaging the last aperture to the left of the series of apertures in the male member 62. Thus the length of the compression element I6 can be ad- J'usted.

The male member 62 is provided with a reduced neck portion 66 around which is adapted to fit a conical shaped resilient pad of rubber, or similar material, 61. The neck 66 carries a ball 68 that fits within a socket aperture 69 formed in a ground engaging foot 1|. The ball is held in place on the'foot 1| by means of a plate 12 which is adapted to be screw-threaded, as indicated at 13, into the foot piece 1|.

With the parts in the position shown in Figure 10, the Bowden wire has been reeled up by turning the handle 39 of the crank 31 in a clockwise direction, looking at the parts in the position in which they are shown in Figure 2. The pawl 4| has been moved to the position shown in Figure 5. This exerts a tension on Bowden wire 9 which pulls the compression element I6 firmly into the up position, such that the foot 1| bears against the rubber pad 54 of the spring 5|. This forms an efficient anti-rattle mechanism that holds the parts resiliently yet firmly in place. Moreover, the conical rubber pad 6'! bears against the top of the foot II and the foot II thus is in effect held between the rubber pad 61 and the pad. 54 of the Spring 5I. The wire 9 is tensioned by the spring 5I and the whole assembly is held quietly and resiliently in place.

Ordinarily the pawl 4| would engage with the first or second tooth of the ratchet 42 when the leg is in the position shown in Figure 10. The remaining ratchet teeth are to provide take-up for stretch and slippage. The crank and attached pawl are shown in their extreme position, when all take-up had been utilized.

The foot II is formed with circular serrations II that tend to prevent slipping by presenting sharp edges to the roadway.

The support 49 of the casing is provided with an aperture I5 for a purpose which will be later described. The aperture I5 communicates with an arcuate aperture I6 in the casing 45 which is open at its bottom, as indicated at 11. aperture I8 comprises a bearing seat for a hub member I8. The hub member 18 is provided with a keyway 19 which is adapted to fit around an annular key 8| formed in the support 49.

In assembly the hub I8 is rotated sideways and can then be fitted in place so that the keyway I9 in the hub fits the annular key 8| This assembly, as can be readily seen from Figures 10 and 11, comprises a thrust and radial bearing structure which permits considerable strain to be imposed through the compression leg without injury to the parts. The female member I5 of the compression leg is pivoted at 82 within a bifurcated recess 83 formed in the hub member I8. The enlarged end 84 of the splined shaft 85 is reduced in diameter at 86 so that there is a collar formed which contacts against a collar 81 formed on the hub I8. The enlarged end 84 is provided with a tapered aperture 88 corresponding with a tapered aperture 89 formed in the hub. A tapered pin 9I is dropped in the aperture I5 and locks the hub I8 and the enlarged end 84 together. A tapered pin 92 fits within apertures in the pivot 82 and in the end of the female member I5 of the compression element I6, locking the female element I5 to the pivot 82.

It is to be noted that the aperture 83 has a sloped surface 93, see Figure 11, and dotted lines in Figure 10, which permits the compression element to be swung for a relatively large angle beyond the vertical in front of the car without binding.

The construction described permits two way pivoting of the compression element IS. The compression element I8 may pivot on the pivot 82 and it may pivot on the bearing surface between the hub !8 and the support 49.- It will be noted that in the position of the parts shown in Figure 10, the foot II is drawn up so that it does not lie substantially below the lower extremity of the cylindrical member 48. This permits of large road clearance and the whole construction is such as to prevent substantial reduction of road clearance when employing the device on a car from that which ordinarily exists. This feature is noteworthy and is of considerable advantage on rough roads and in travel where road clearance becomes important.

In order to permit the device to operate at its greatest efiiciency, it should be centered laterally after each operation in which the weight of the car is placed upon the compression element. This centering prevents un-uniform lift on each lifting operation because of lateral displacement of the compression element. Moreover, when the foot piece 'II first engages the ground it may rotate and laterally displace the compression element. It becomes important, therefore, to have some spring means which will tend to laterally center the compression element. This means I have located within a central bore provided in the cylindrical member 48. The assembly which accomplishes this result and its operation will be apparent from an inspection of Figures 11 and 15 to 16b inclusive.

Formed on the shaft 85 are splines 95 and 98. The splines 95 and 96 lie between abutments 91 and 98 formed on the interior of a cam piece 99. The cam piece 99 is provided with splines I8I and I82 which are adapted to contact against abutments I83 and I84 formed on the interior of the cylindrical member 48. This will all be apparent from an inspection of Figure 15.

In Figure 16 we have shown the assembly at the other end of the splined shaft 85. Here splines 95 and 96 bear against abutments I85 and I88 formed on the interior of the cam piece I81, which is provided with splines I88 and I89 which bear against abutments III and H2 which are continuations of abutments I83 and I84, respec tively, and are formed on the interior of the cylindrical member 48.

There is provided a helical spring II3 which is suitably attached, as by electric welding, at either end to cam pieces I81 and 99. In assembling the device the spring is tensioned on the splined shaft 85 by relative movement between the cam pieces 99 and I81. When the degree of tension desired is effected, the cam pieces may be slipped into the position indicated in Figure 11. Here, looking at the parts in the position shown in Figure 15, the splines 98 and 95 of the splined shaft 85 bear against the abutments 91 and 98 of the cam member 99. The spring H8 is tensioning the cam member 99 in a counterclockwise direction. At the other end of the assembly the splines 95 and 98 of the shaft 85 bear against abutments I85 and I 88 of the cam piece IIJ'I. The spring I I3 is tensioning the cam piece I8'I in a clockwise direction.

It is to be noted that in the assembly, Figures 15 and 16, there is provided a slight clearance between the upper end of the spline IIII and abutment I83 and the lower end of spline I82 and abutment I84. Like clearances are provided at the other end of the device, as plainly apparent from an inspection of Figure 16. This permits the assembly to be readily shoved into place.

Now let us assume that the compression element I9 has been displaced laterally, for instance in such manner that the splined shaft 85 is moved in a counter-clockwise direction, looking at the parts in the positions shown in Figures 15a and 16a. The cam piece 99 is moved very slightly in a counter-clockwise direction so that there is a tight fit between the spline I82 and abutment I 84, and spline Hill and abutment I83. The shaft 85, because it is moved in a counterclockwise direction. no longer has its splines in contact with the abutments formed on the interior of the cam piece 99. At the other end of the assembly, however, the splines 95 and 96 formed in the splined shaft 85 have brought pres sure against abutments I85 and I88 and have rotated the cam piece I81 in a counter-clockwise direction against the tension of the spring I I 3.

The tension of the spring H3 with the parts shown in the position indicated in Figures 16a and 15a tend to move the compression element It laterally back into its position of greatest efficiency, i. e., approximately laterally centered.

An exactly reverse process takes place when the rotation of the shaft 85 is in a clockwise manner. I-Iere splines 95 and 9B engage abutments 9? and 98 of cam piece 99 and rotate cam piece 99 against the tension of the spring in a clockwise manner. At the other end of the assembly the tension of the spring forces the splines I99 and H18 into contact with abutments l l l and H2 while the splines 95 and 96 are freed from any contact with the abutments on the interior of the cam piece I01. Thus the spring is tensioned to center the compression element laterally.

It is to be noted that in this assembly the spring l3 exerts its tension in the same direction of rotation, i. e., by being coiled tighter, regardless of the direction of rotation of the splined shaft 85.

While we have shown and described the preferred embodiment of ourinvention, we wish it to be understood that we do not confine ourselves to the precise details of construction herein set forth, by way of illustration, as it is apparent that many changes and variations may be made therein, by those skilled in the art, without departing from the spirit of the invention, or exceeding the scope of the appended claims.

We claim:

1. In a device of the character described for lifting a vehicle to facilitate steering, a compression element, a rotatable member supporting the compression element, a pivot whose axis of rotation is at substantially right angles to the axis of rotation of the rotatable member for the upper part of the compression element located at the end of the rotatable member upon which the compression element is pivoted, and a bearing for the rotatable member supported by the vehicle.

2. In a device of the character described for lifting a vehicle to facilitate steering, a compression element supported by the vehicle, means to support the compression element comprising a hub on which the compression element is movably supported, a helical spring, a shaft around which the spring is wound turning with the hub, and connections between the shaft and the spring tending to tension the shaft in a pre-selected position of rotation.

3. In a device of the character described for lifting a vehicle to facilitate steering, a compression element supported by the vehicle, means to support the compression element comprising a hub on which the compression element is movably supported, a helical spring, a splined shaft turning with the hub, clutch members on the shaft attached to the spring, said clutch members operating under a spring tension tending to rotate the shaft back to a pre-selected position when displaced therefrom.

i. In a device of the character described for lifting a vehicle to facilitate steering, a compression element supported by the vehicle, means to support the compression element comprising a hub on which the compression element is movably supported, a helical spring, a splined shaft turning with the hub, clutch members on the shaft attached to the spring, one clutch member operating to tension the shaft for rotation in one direction, and the other in the opposite direction.

5. In a device of the character described for lifting va vehicle to facilitate steering, a compression element supported by the vehicle, means to support'the compression element comprising a rotatable member in which the compression element is movably supported, a helical spring, a shaft around which the spring is wound turning with the rotatable member, and connections between the shaftand the spring tending to tension the shaft in a pre-selected position of rotation.

6. In a device of the character described for lifting a Vehicle to facilitate steering, a compression element supported by the vehicle, a foot movably attached to the element, and a resilient mass supported by the element and adapted to engage the foot when it is moved beyond a predetermined position.

7. In a device of the character described for lifting a vehicle to facilitate steering, a compression element movably supported on the vehicle, a foot movably supported thereon, a resilient mass supported by the element and adapted to engage the foot when it is moved beyond a predetermined position, means to raise the element, and spring means against which the foot is held in tensioned relation.

8. In a device of the character described for lifting a vehicle to facilitate steering, a compression element movably supported on the vehicle, means to raise the element, a metallic spring member, and a resilient mass supported by the spring against which the element is held in tensioned relation.

9. A device of the character described for lifting a vehicle to facilitate steering, comprising a compression element supported on the vehicle, flexible means to raise the compression element operable from the drivers seat, and an attachment fitting between the means and the element comprising a U-shaped spring metal memher, and engaging lugs supported thereon, said compression element being formed with guiding channels and seats to guide the lugs and retain them.

10. In a device of the character described, a compression element movably supported on a vehicle, a resilient member to engage said element when said element is moved to inoperative position, and means including a flexible cable to draw said element into inoperative position, a retaining sheath for said cable, one end of said cable being attached to said compression member and one end of said sheath being attached to said resilient member; whereby rubbing' between said cable and said sheath during the coordinate movement of said compression member and said resilient member due to road shocks, is prevented.

11. In a device of the character described, a compression element movably supported on a front axle of a vehicle, said vehicle having a tie-rod running substantially parallel to and at some distance from said axle, an engaging element for said compression element extending above said tie-rod, and means to draw said compression element into contact with said engaging element, said contact being made at a point beyond said tie-rod.

JOHN L. BARR. JAMES C. HOUGHTON. 

